Internal combustion engine



, mmvroa Games A. Pou. M 1 m m 64 fl WM INTERNAL COMBUSTION ENGINE FiledJuly 13, 1942' 2 Slants-sheaf, 1

Attorney Sept 1943- G. A. POLL 2,330,378

INTERNAL COMBUSTION ENGINE Filed July 13, 1942 2 Sheets Sheet 2 Grows:A. PoLL At'c r ney Patented Sept. 28, 1943 2,sa0,37s V INTERNALOMBUSTION ENGINE George A. P 11, Cincinnati, Ohio I Application July 131942, Serial No. 450,731 7. Claims. (Cl.12353), I

This invention relates to improvements inseIicontained, self-propelledengines, such as the internal combustion typel g Internal combustionengines are well known, and particularly the engines such as usedin thepresent day automobile'of the four stroke type."

In the engines as today employed, each cylinder and its piston isindependent'and operates or fires in an established order, wherebythepower impulse or stroke is distributed along acrank shaft, so as toobtain as smooth and continuous a retation of said crank shaft aspossible. With most engines, ignition takes place at approximately thetop dead center; in factone'half of the'coinbustion and therefore onehalf of thepressure is developed at the time of dead center, andlikewise with most engines the total combustiori'is completed atapproximately 25 past dead center.

is at this precise moment that the pressures are the greatest, and thecrank belowthe piston is not at any advantageous angle for convertingthese pressures into work, Y 1

With this invention the possibility'of ignition on top dead center ofthej'piston is eliminated, as

provision is made whereby-the piston unit to-be fired is always beyondthis top center position when the spark is supplied thereto. l I

It is therefore the principal object of this inventionto provide apiston type engine wherein the crank is 50 disposed angularly as'to turnthese pressures intowork as soon as they are developed.

Another object of this invention is the provision in an internalco-mbustionengine of means which insures a cylinder of each unit of amulti-' cylinder engine being off center in the direction of its driveat the time when the firingoccurs and when the 'compression'pressureisthe greatest.

Another object of this invention is the provision of an internalcombustion engine, wherein.

all of the residual gases, after a power stroke, are practicallyeliminated from the cylinder unit before being charged with raw gas'forsubsequent firing.

It is also an object of this invention to provide an internal combustionengine, which, inview of the foregoing objects, can, be made somewhatlighter in construction due to its eflicient operation and conversion ofheat, topower in View of the fact that no resistance within the engineis encountered at the time that'the explosion within the cylinder takesplace.

Other objects and advantages of the present invention should be readilyapparent by;reference to the-following. specification considered inconjunction with" the accompanying drawings form ing a'part thereof andit, is' to .be' understood that any modifications may bemade in theexact structural details there shown and described,

within the scope of the appended claims, without departing from orexceeding the spirit of'theinvention.

Inthedrawingsz' Fig. l is a top plan viewofa portion :of aninternalcombustion engine embodying the improve-' ments ofithis'invention.

Fig. 2 is' a view partly in section and partly in elevation, as seenfrom line 2-2 on Fig. 1.

Fig. 3 is a transverse sectional view takenon line 33 on Fig. 2. "i

Fig. 4 is a view, on'a smaller scale, of a portionof a crankshaftthat-may be employed for accomplishing the objects of this invention.

Fig. 5 is a fragmentary sectional View of a portion ofan engine, showinga modification.

Fig: 6 is a transverse sectional view on line 6-6 onFigrfi. I

Fig. 7 is a fragmentary sectional view taken-on linel-1on-Fig.5.-*

Fig.8 is a-f-ra'gmentary plan view of a portion of the engine as seenfromline 8 8;on'Fig. '7; ;Fig. 9 is a perspective of thevalve shown inthe modification andforming a detail of the invention. 1 i 1 Throughoutthe several views of the drawings, similar reference characters areemployed to de-' note the same or similar parts;

As was noted above, this inventionpertains'in general to'an'engine ofthe reciprocating piston type, and particularly to internalcombustionengines, where-it will probably find its:greatest' use. Theaccomplishment of the-objects initially set forth will become evidentlasthe invention is specifically describedbe In general the inventioncomprises a housing, comprising a cylinder block H), to which issecured, in the usual manner, the cylinder blockally known as afour-cylinder engine. As illustrated in the. drawings; cylinders l3and-l5 are illustrated as of a, similar diameter andare smaller than thecylinders Hand i6,-with cylinders l3 and Mfforming one unit,while-cylinders i5 and I6 form a second unit, and these units aremultiplied as desired; there being four such units in what has beenheretofore known as a four cylinder motor, six units in a six cylindermotor, etc.

Each of the cylinders may be encircled by a water jacket I1 which wouldbe communicable with one another through passages in the head II, or thesaid cylinders may be air cooled, as desired and well known. Disposed ineach cylinder unit, such as I3 and I4, are pistons I8 and I9 of adiameter corresponding to its cylinder, and each piston is furtherprovided, as is usual practice, with piston rings 20. The wall 2|between cylinders I3 and I4 is relieved at its top, as at 22, to providea passageway 23 between the cylinders I3 and I4 whereby the pressure insaid cylinders may be equalized.

Extending through the cylinder block head I! are supply ports 24 and 25,respectively supplying the cylinders I3 and I4 with the gas mixture tobe subsequently. exploded. Likewise extending through the cylinder blockhead II are exhaust ports 26 and 21, respectively connected withcylinders I3 and I4, for permitting the escape of residual gases in saidcylinders after the explosion. Eachof the ports 24 to 21 inclusive isprovided with a similar valve 28, each having extending therefrom avalve stem 25. Each valve stem 29 passes through a guide 30 locatedabove its port. Each valve stem 29 is provided on its upper end with ahead3l, forming 'one abutment for a spring 32, which abuts on its otherend with the valve stem guide 30. As is well known, the spring 32maintains the valve against its seat to prevent passage through its portexcept when the cylinder is being charged or discharged.

It will be understood that each cylinder unit, such as I5 and I6. isprovided with similar valves for each of its individual cylinders.

The ports 24 and 25, as well as the supply ports to each of the othercylinder units, are supplied through an intake manifold 33, whichextends from the usual carburetor or other fuel supplying device. Asillustrated in the drawings. the intake manifold 33 is shown as formedpartly of the cylinder block head II, but this intake manifold may be anindependent supply system bolted or otherwise secured to the cylinderblock, as is the usual practice.

The exhaust ports 26 and 21, as well as the exhaust ports of all of theother cylinder units of a given engine, are likewise connected with amanifold, usually termed an exhaust manifold 34, which extends to theatmosphere, usually through a mufiler, as again is usual practice. Itwill be noted that the exhaust manifold is illustrated as formedintegral with the cylinder head II, which againmay bea separate systembolted or otherwise secured to the cylinder block itself.

In order to explode the gaseous fuel within the cylinders, each cylinderis provided with the usual spark plug or other spark producing mechanism35, each of which has extending from it an electric current conductor,such as a wire 36. The said wires 35 extending from the snark plugsterminate in a distributor 37, which through the usual timing mechanismd stributes the electrical impulses among the cylinders in the order inwhich they are to be fired, as is usual practice. It will be noted, thatthe wires 35', from the spark plugs of the cylinder unit Iii-I4 have acommon terminal in the distributor 31, as have the wires 36" from thecylinder unit I5-I B. Each subsequent pair of cylinder units likewisehas a pair of wires with a common terminal in the distributor. By thisconstruction the compressed fuel gas in each cylinder unit issimultaneously exploded for driving the two pistons in each unitsimultaneously in a power delivering stroke direction.

Each of the pistons I8 and I9 is provided with a connecting rod 38 and39, each connected with a crank pin 40 and 4| of the crank shaft,indicated as a unit by the reference character 42. The crank shaft 42 ismounted in bearings at opposite ends of the crank case I2, one of whichbearings is indicated at 43 in Figs. 2 and 5. The crank shaft 42exteriorly of the crank case I2 is provided with means, such as gear 44,for transmitting power to, for example, the drive shaft of anautomobile.

As illustrated in Fig. 3, the crank pins 43 and 4| are of an equaldistance from the center of the crank shaft 42, but one of the saidcrank shaft pins is angularly disposed ahead of the other. Asillustrated in Fig. 3, the crank pin 4| is shown as directly vertical ofthe crank shaft 42 with its piston at the upper end of its stroke, whilethe crank pin 40 is illustrated as in advance of the crank pin M andwith its piston I8 as withdrawn from the .upper end of its stroke. Thisangle, as shown in the drawings, is 35 degrees, thereby placing thecrank pin 40 in an advantageous position to receive the driving impulse,as would be efiected upon explosion of the compressed gases within thecylinder. It should be noted that the crank shaft 42 is to be rotated ina clockwise direction as indicated by the arrow 45 on Fig. 3. i

In operation and with reference to the drawings, it is assumed that thepiston l9 has reached its full compression stroke and that thedistributor 31 has sent an electrical impulse to the spark plug 35 forigniting the fuel. It will be appreciated that initially the piston I9will respond slow er than the piston I8, due to the fact that the pistonI9 is in its dead center position, while the piston I8 is in an advancedposition, and will therefore be able to take advantage of the fullimpact of the explosion.

While an advance of 35, as illustrated in the drawings, of the pistoncranks gives efl'icient results, this angularity may be reduced to 20 ormay be increased to 60 with material advantage over the engines as todayemployed.

As is usual practice, the various intake and exhaust valves are openedduring the intake stroke and the discharge stroke of the several pistonsand to accomplish this, there is provided a rocker arm 46 pivotlymounted at 47 and having one end 48 engaging the valve stem head 3| andwith the other end 49 of the rocker arm engaging the tappet rod 50. Thelower end of the tappet rod 50 rides on the cam shaft 5| which is driventhrough a sprocket and chain mechanism 52, from the crank shaft 42.

From the foregoing, it is believed now evident that the objectsinitially set forth are accomplished and that a piston of each cylinderunit is always in position to take advantage of the maximum pressuredeveloped.

In the modification disclosed in Figs. 5 and 6, the crank pin 4! isillustrated as of a greater distance from the center of the crank shaftthan is the crank pin 40'. With this construction a greater stroke isgiven to the retarded piston, with said stroke extending between the topof the piston I9 illustrating the uppermost point of the upper endthereof and the phantom line 53 illustrating the lowermost point of thebottom of said piston l9, while the piston I8 travels from the phantomline 56, representing the top of its stroke in Fig. to the phantom line55, which illustrates the bottom of the piston l8. s

It may be desirable at times to completely separate the cylinders fromone another as for example when exhaustin one of the cylinders, theretarded cylinder, while the advance cylinder is being charged. Toaccomplish this, use may be made of a valve, such as 58, which islocated at the upper end of the wall which separates said cylinders toclose off the space 23; As shown particularly in Figs. 7 and 9 the valve56 is provided with circular journal portions 51 and 58 iournaled inbearings provided by the cylinder block H3 and its head ll. Between thejournals 5? and 58 the valve has a body portion 59 with its upper halfremoved to form passage 65], which when in the position illustrated inFigs. 5 and '7 offers no restriction to passage through the way 23. Ifthe valve is turned either clockwise or counter-clockwise the saidpassage 23 is cut off.

Any suitable or desirable means may be employed for rotating the valveand as shown in the drawings this means includes a reduced portion iiiprojecting from one end of the valveto which is secured a lever 62. seeFig. 8. The outer end of the lever 62 is pierced to receive one end 63of a rod 64 which has its lower end contacting and riding on the camshaft 5|. A cam 65 on the cam shaft effects the upward movement of rod54 and through the lever 62 a rotation of the valve 5'6 to close offpassage 23. In order to maintain contact of the rod 52 with the camshaft 5| and cam 65 use is made of a spring 65 having one end secured tothe lever 62 and the other end anchored to the cylinder block.

It is contemplated that the relation between the cam 65 and valve 58 issuch that the valve will operate to close the passage 23 when theadvance piston is about 160 past top center on a power stroke and willopen said passage when the other or retarded piston has completed itsexhaust stroke, that is, after both pistons have completed their exhauststrokes and are commencing a ch arging or intake stroke.

What is claimed:

1. In an internal combustion engine, a pair of cylinders each of adifferent diameter and each containing a piston for reciprocationtherein,

' said pistons and cylinders operating as a unit and adapted to becharged with gaseous fuel to be exploded, means for effecting thesimultaneous explosion of said fuel in each cylinder, and a crank shaftbelow said pistons and cylinders having a pair of crank pinsrespectively connected with said pistons and one of said crank pinsbeing angularly advanced with respect to the other.

2. In an internal combustion engine, a pair of cylinders each containinga piston for reciprocation therein, said pistons and cylinders operatingas a unit and adapted to be charged with gaseous fuel to be exploded,means for effecting the simultaneous explosion of said fuel in eachcylinder, and a crank shaft below said pistons and cylinders having apair of crank pins respectively connected with said pistons and one ofsaid crank pins being farther removed from the crank shaft than thefirst crank pin and one of said crank pins being angularly advanced withrespect to the other.

3. In an internal combustion engine, a pair of cylinders connected withone another by a passage way at their upper ends, a crank shaft belowsaid cylinders, a piston in each cylinder, said cylinders adapted to becharged with gaseous fluid to be exploded, means associated with eachcylinder for effecting the simultaneous explosion of said fuel in thecylinders, a crank pin on said crank shaft connected with one of saidpistons, a second crank pin on said crank shaft angularly advanced withrespect to said first crank pin and connected with said second piston,and means for closing said passage way.

4. In an internal combustion engine, a pair of cylinders connected withone another by a passage way at their upper ends and each cylinder of adifferent diameter, a piston in each cylinder, said cylinders adapted tobe charged with gaseous fluid to be exploded, means associated with eachcylinder for effecting the simultaneous explosion of said fuel in thecylinders, a'crank shaft below said pistons and cylinders, a crank pinon said crank shaft connected with one of said pistons, a second crankpin on said crank shaft angularly advancedwith respect to said firstcrank pin, and means for closing said passage way.

5. In an internal combustion engine of the four stroke cycle typecomprising a plurality of piston and cylinder units, each unitcomprising a pair of cylinders connected at their upper ends by apassage way, a piston in each cylinder,' said cylinders adapted to becharged with gaseous fluid to be exploded, means associated with eachcylinder for effecting the simultaneous explosion of said fuel in thecylinders, a crank shaft below said units, a crank pin on said crankshaft for each piston and connected therewith with one of said crankpins for each unit advanced with respect to the other, a valve in thepassage way between the unit cylinders, and means for actuating saidvalve to close the passage way for a part of the stroke cycle of thepistons of each unit. 6. A piston and cylinder unit for an internalcombustion engine of the four stroke cycle type comprising a pair ofcylinders connected at their upper ends by a passage Way, a piston ineach cylinder, said cylinders adapted to be charged with gaseous fluidto be exploded. means associated with each cylinder for effecting thesimultaneous explosion of said fuel in the cylinders, a crank shaftbelow said pistons and cylinders. having a crank pin for each pistonwith one of said crank pins in advance of the other and with one of saidcrank pins of a greater stroke than the other to effect a greater travelof its piston, a valve in the passage way between the cylinder, andmeans for actuating said valve to close the passage way for a part ofthe stroke cycle of the pistons.

'7. In an internal combustion engine, a pair of cylinders each of adifferent diameter and each containing a piston for reciprocationtherein,

said pistons and cylinders operating as a unit and adapted to be chargedwith gaseous fuel to be exploded, means for effecting the simultaneousexplosion of said fuel in each cylinder, and a crank shaft below saidpistons and cylinders having a pair of crank pins respectively connectedwith said pistons and one of said crank pins being farther removed fromthe crank shaft than the first crank pin and one of said crank pinsbeing angularly advanced with respect to the other.

GEORGE A. POLL.

